Road roller



B. ESSICK ROAD ROLLER Dec. 19, 1950 2 Sheets-Sheet 1 Filed March 30, 1946 1N VEN TOR .5mm/r Ess/cz,

Ar roe/Vey B'. EsslcK ROAD ROLLER Dec. 19, 1950 2 Sheets-Sheet 2 Filed March 30, 1946 m un NVENTOR. .59m/v7' 55s/CK BY ATTORNEY.

Patented ec. 19, 71956 RoAD ROLLER Bryant Essick, Los Angeles, Calif., assignor to Essck Manufacturing Company, Los Angeles, Calif., a corporation of California Application March 30, 1946, Serial N o. 658,507

3 Claims.

`This invention has to do with a road roller and it is a general object of the present invention to provide a road roller of simplified improved economical construction and which is improved in operation.

i, Rollers commonly referred to as road rollers are used extensively for various purposes but generally for rolling earth or for rolling materials employed in the construction of roads or the like. It frequently occurs in the use of a road roller that it is employed on a surface that is hard enough or firm enough to support the roller if it is in motion, but which allows the roller to sink into it if the roller is allowed to stand even momentarily. With the ordinary construction employed in road rollers the direction of movement of the roller or vehicle is controlled through a suitable clutch or gear mechanism usually through a combined clutch and gear, much the same as is found on a motor vehicle, making it necessary in reversing the roller to first bring the roller to a stop, then disengage the clutch, then change the gears throwing them into reverse, and then re-engage the clutch. During the interval that the clutch is disengaged and the gears are being reversed the roller is standing still or practically still in one spot and it is this standing of the roller or this dwell that will cause the roller in many cases to settle into the surface being rolled, causing an undesirable indentation.

It is a general object of my present invention to provide a road roller involving a drive that is reversible making it possible to drive the roller in either direction which drive is such that the motion or movement of the roller can be reversed very rapidly or, in effect, instantaneously, so that there is no period of rest or dwell allowing the roller to sink into the surface on which it stands.

It is a further object of my present invention to provide a road roller of improved construction wherein the forward portion of the frame is in the nature of a head which not only effectively supports the yoke of the steering roller but also carries the mechanism of the steering gear and forms a convenient advantageously located seat on which the operator can ride. With the arrangement that I have provided the seat formed by the head of the frame is located in a most convenient and advantageous manner relative tothe steering wheel and relative to the controls so that the machine as a whole is compact and convenient to manipulate.

The various objects and features of my invention will be fully understood from the following detailed description of a typical preferred form and application of the invention, throughout which description reference is made to the accompanying drawings, in which:

Fig. 1 is a side elevation of the road roller embodying my present invention. Fig. 2 is a longitudinal detailed sectional view taken through the clutch unit and transmission showing the general arrangement and relationship of parts incorporated in these units of the machine, being a view taken substantially as indicated by linel 2-2 on Fig. 1. Fig. 3 is a sectional View of the mechanism takenksubstantially as indicated by line 3-3 on Fig. 2 and Fig. 4 is a reduced sectional view taken as indicated by line 4-4 on Fig. 1.

The road roller or vehicle that I have provided involves, generally, a frame A, two rollers that support the frame, one a main drive roller B and. the other a steering roller C, a steering gear D for the steering roller C, a storage tank E preferably located in the region of the drive roller B, a prime mover F, a clutch unit G, a transmission or speed change mechanism H, and a direct drive means J from the transmission H to the drive roller B.

The frame A that I have provided is of simple, inexpensive yet effective construction. It involves, generally, two spaced parallel side rails I0, a platform II carried between the side rails at the forward end portion thereof, and a head I2 carried by the forward ends of the side rails. The rails I0 may be simple, straight, horizontally disposed beams and the platform II may be a simple, flat plate extending between and anchored to the beams.

The head I2 of the frame forms a mounting for the steering roller C, or at least forms a part of the frame to which the steering roller is attached, and in accordance with my construction it involves, essentially, two spaced side plates I3, one carried by each of the beams Ill, which plates extend up and forward from the beams in the manner clearly shown in Fig. 1. The head further includes a plate that extends between the side plates I3 and has a vertical section I4 extending upwardly from the forward end of the platform II to a point a substantial distance above the platform and a horizontal section I5 which extends forward from the upper endrof the section I4 between the plates I3 to a point where it joins a transverse head beam I6. The section I4 may be located somewhat forward of the vertical edges Il of sides I3 and the `section I5 may be located somewhat below the top edges I8 of the sides I3. The sections I4 and I5 are preferably secured, for instance, welded, to the sides I3 where they adjoin them and these parts thus form a rigid durable frame construction. The head beam I6 is preferably a tubular part extending between the forward end portions of the side plates I3 and has its ends joined thereto while the forward edge of the plate section I is preferably joined or welded to the beam I6. It is to be observed that the horizontal section I5 of the head construction just described formsy a conveniently located and arranged support for a seat on which an operator can sit while his feet are on the platform II.

The main or drive roller B is preferably a large roller and is preferably designed so that it can be weighted with `water or the like, lIn the construction illustrated the roller includes a cylindrical rim 2t with end plates 2l closing it at the ends so that it is lin the form of a large drum. A suitable access `opening is provided and is normally closed 4by a 'removable .plug 2-'2-so that a suitable quantity of 'water or other heavy material can be arranged in the roller, if desired. The rollerl B is carried `on an axle 23 supportedl by bearings 24 attached to the beams land the parts are preferably proportioned so that the roller Boperates between the beams I0.

The steering roller C may be a simple drumlkejstructure involving a rim 25 and end plates 26 `closing the ends of the cylindrical rim. The roller C is carried by a yoke 2l which is provided with a king( or pivot pin 29 that is pivotally connected to the head beam I6 of the frame. The head beam I6 is preferably provided With a downwardly facing boss 3i] against which the Vyoke seats, The arms of the yoke that carry the rdll'e'r 'C depend down at either end of the roller andthey may carry a frame 3I supporting scrapers vi12` as shown in Fig, 1 of ther drawings. The steering gear D is provided for steering or turning Athe roller C about the. pvot pin 29 and it is preferably carried bythe horizontal section I5 of the frame head and somewhat to the center of the vehicle so thatit does notobstruct the seatingaigea provided by thesection I5. The steering gear that I have shown involves, generally. au'liandwheel?, on the Aforward endA of a hori.. zwcntallydisposed drive shaft 34- which drivesa vercal shaft 35 through a suitablegear drive. @r6 The shaft 34 is located above the plate sectipn `I5 and proj ectssomewhat forward thereof so that the wheel :i3A supported .a short distance forward ofA the plate Section. I4,u while the. shaft 35 extends down through the plate section I5 and operatively connected with the yoke 21 through a Suitable. link mechanism 38. so. that when; the shaft k35 is rotated the. yoke 2l isY turned Qnlthe pivot pin 29.

The storage tank E is preferably located over the. drive roller B, and is preferably shaped to nest'over thefdrive roller B. In the case illus? trated the tank E involves flatl endsll, vertical flat sides A4I a flat top 42 and a concave bottom 4`3zwhich conforms to the curvature ofthe rim 20.0f the roller B. A filling'opening `is provided in Lthe top of the tank andis normally closed by a'pl'ug 44 and a suitable drain v.opening is provided in the lower part ofthe tank and is normally closed by a plug 45. The tank just described is supported on thebeams I0 so that the lo'adfor weight Vthereof is communicated through the-beamsto lthe rollerA B. Suitable hoses-or pipe llnesfdvlead from the tank 'tothe-roller B and C so Water can be supplied to the rollers as the machine operates.

The prime mover F that I have provided is preferably an engine such as an internal combustion engine and it, together with the clutch means and transmission, forms a unit that is disposed transversely of the vehicle in the space that occurs between the tank of means E and the section I4 of the head of the frame, it being preferred to locate this unit immediately adjacent the tank so that there is space between the unit and the head of the frame Where the operator can conveniently stand, which space is convenient to the steering Wheel 33. The unit formed of the parts just described is preferably carried by a, pair of supports 5I) that extend transversely between the beams IIJ to the desired point so that they effectively carry the unit.

The clutch means G that I have provided is a friction clutch means, and involves two drive pinions 5I and 52 which are normally rotated in opposite directions. The pinion 5I may be directly mounted on and driven by the engineshaft 53 which projects into the housing .'54 of the clutch mechanism, and which may be secured directly to thel rear end of the engine housing 55. The pinion 52 is mounted on and driven by a countershaft 56 drivenfrom the engine shaft through a gear v5l which preferably meshes with thepinion-5I. `It is to be observed that theshaft, 56 is parallel to and. oisetfrom the'engine shaft 53 and that the pinions 5I and 52 are Spedapart a substantial'distance longitudinally of the; clutch mechanism.

The clutch mechanism Afurther includes two ring gears58 and 58' which are rotatably supported on ashaft 59 rotated parallel to anda substantial distance below the engine shaft 53 and the countershaft 56. The ring gear 58; meshes withand is driven by the pinion 5I while,` the. ring gear 58' meshes with and is driven by' the pinion 52. The ring gearsV 58 and 58 carry clutchdrums 66 which extend inwardly or oppose each other and have friction clutch units 6I. The clutch units 6I are preferably of the multiple disc type under.y control ofasingle shiftabley member 62 slidably splined on the shaft 59 between the ring gears. When the member 62 is shifted to .the -left in Fig. 2. the clutch unit 6I connected with ring gear 58 is engaged whereas when it is shifted to the right the clutch unit in connection with ring gear f58 is engaged. The parts are related so that the member 62 has a neutral position through which it moves so that both clutch units arev not engaged simultaneously. When either one of thel clutch units is engaged the shaft 59 is driven, and through the gearing lthat I have described'and which is shown in Fig. 2- it will be apparent that a substantial speed reduc tion is `effected between the engine shaft 53 and the shaft 59.

The shiftable member t2 which controls the clutch units 5 Ican be shifted in any desired manner, for instance byemeans of a conventional shift lever 63 mounted on the exterior of the housing 54 whichlever operates a suitable yoke or shifting device 64 located within the housing 54 and which serves to move the member 62 in the desired manner.

The transmission H is a change speed mechanism and may, inpractice, involve gears through which any-desired number of speed ratios canbe obtained. In the particular case illustrated the mechanism is such'asto gain twodifferent speeds or drives.

The transmission as shown in the drawings includes, generally, a housing-'10 and drive pinions 1l and 12located inthe housing 10 on an extension 13 of shaft 5S. The pinions 1l and 12 are of different sizes, the pinion12 `being considerably larger vthan pinion 1|, and are spaced a substantial distance apart onthe shaft exten? sion 13. j g; ,A

The transmission involves a countershaftf14 located parallel to and offset fromv the shaft exe tension 13 and a gear unit 15 is slidably mounted on or splined to the countershaftgThe gear unit 15 involves gears 16 and11 which mesh with the pinions 1| and 12, respectively. When ,thegear member 15 is shifted to the left gear 16 meshes with and is driven by pinion 'Hand the relative speed between shaft extension 13 and shaft 14 is determined by the relationship of the pinion 1I and gear 16, whereas when the gear member `15 is shifted to the right the gear 11 meshes with and is driven by pinion 12 and the relative speed between shafts 13 and 14 is determined by the relationship between the pinion 12 and the gear 11. The housing 1E] of the transrrnssion is preferably rigid with, in fact, it may be an integral continuation of the housing 54, as shown in the drawings, and a suitable means may be provided for shifting the gear member 15 between the two positions above described. In the drawings I have shown a conventional shift lever 80 projecting from the exterior of the housing 19 and a yoke device 80a is operated by the lever 80 Within the housing to engage and shift the gear member 15 as desired.

The drive means J that I have provided between the unit just described and the roller B is preferably a simple direct drive which effects a substantial speed reduction between the shaft 14 and the roller. The shaft 14 has an extension at the exterior of the housing 10 which extension carries a drive sprocket 8l. A driven sprocket 82 is carried by the roller B and a chain 83 connects the sprockets 8l and 82. It will be observed from the drawings that the sprocket 82 is very much larger than the sprocket 8l with the result that a substantial speed reduction is effected in the course of the drive from the transmission to the roller.

From the foregoing description it will be apparent that I have provided a vehicle or roller that can be varied in action by varying the material carried within the roller B and further it will be observed that the principal working parts are confined to the unit formed by the engine, clutch means and transmission, and that this unit is arranged convenient to the operator and transverse of the vehicle. The only exposed drive parts are the chain and sprockets and, in practice, these may be housed by suitable guards 9B and 9|, if desired. The shift levers 63 and 80 are convenient to the operator and the hand wheel 33 by which the vehicle is steered is located in a most convenient location so that the operator can either sit on the horizontal section I5 of the frame as the vehicle is being operated, or he can stand on the platform ll as he desires. When the operator is seated on section l5 beside the steering gear or beside the hand wheel 33 the hand Wheel is adjacent him and his feet may rest on the platform ll. To work the clutch or transmission controls the operator needs only to lean over or forward and to reach out to the controls. If the operator stands on the platform he is in easy reach of the controls and also the wheel. In manipulating the vehicle the transmission is normally set at either onev speed or the other by alone and it will determine the general speed of 'the roller except of course for control gained through the speed at which the engine is` oper ated. To disengage the drive so that the'vehicle is not driven by the engine the member 62 is positioned in a central or neutral position. To drive the roller in'one direction or the other the lever 63 is manipulated engaging the desired clutch unit tl. The shift between one clutch unit 6| and the other can be made very rapidly, this is, by merely swinging the lever 63 from one extreme position to the other, with the result that the roller will 'change direction without a hesitation or dwell such as 'is undesirable as above described.

The particular frame construction for road rollers hereinabove described is the subject of my copending application Serial No. 756,499, filed June 23, 1947, entitled Road Roller Construction, which application was led as a division of this application.

Having described only a typical preferred form and application of my invention, I do not Wish to be limited or restricted to the specific details herein set forth, but wish to reserve t0 myself any variations or modifications that may appear to those skilled in the art and fall within the scope of the following claims.

Having described my invention, I claim:

1. A road rolling vehicle including, an elongate rigid frame having spaced side beams and an upwardly and forwardly projecting head rigid with and projecting from the beams at one end of the frame, a drive roller, mounting means rotatably supporting the roller and carried by and between the beams, a steering roller carried by the head of the frame, and means carried by the frame for operating the drive roller including a power unit carried by the frame and a drive from the power unit to the drive roller, the unit including an engine, and a reversible friction clutch for reversing the direction of movement of the Vehicle.

2. A road rolling vehicle including, an elongate rigid frame having spaced side beams and an upwardly and forwardly projecting head rigid with and projecting from the beams at one end of the frame, a drive roller, mounting means rotatably supporting the roller and carried by and between the beams, a steering roller carried by the head of the frame, and means carried by the frame for operating the drive roller in either direction including, an engine operating in one direction, a power transmitting means engaged with the drive roller, two drive mechanisms each normally driven by the engine, one of said mechanisms having a driver operating in one direction and the other of said mechanisms having a driver operating in the opposite direction, and friction clutch means in driving engagement with the power transmitting means and selectively engageable with said drivers.

3. A road rolling vehicle including, an elongate rigid frame having spaced side beams and an upwardly and forwardly projecting head rigid with and projecting from the beams at one end of the frame, a drive roller, mounting means rotatably supporting the roller and carried by and between the beams, a steering roller carried by the head of the frame, and means carried by the frame for iiraiig the drive roller ineither direction in-` cluding., n engine operating inf one direction, 9,1- powen transmitting meansengaged with ihe driveroller and including a:l speed: elfiavmgey mecha-- nien-'rV normally engaged. for @pei-ation ai; a. see'rsiiedk speed', wvo drivef mechanisms each` i101'.- maliy driven by the. engine and having drivers operating. opposite direz-:tions and. friction clutchpmeans in driving engagement with the speed change -meclizinismfl @mdf selectively engageabl'efwith said drivers to operate thepowe'r trans.- mittng. means. in. one direction; oriiheother'.

BRYANT ESSICK.

REFERENCES CITED Thefollowing.- references ere ofk record in the le of. patent:

UNITED STATES PMIII'EISIS'S 1,169,165 www Ramsar.

Name Date vIii'iey'erlin: Nov. 10", 1908v McKinney 0013.21, 1913 bKnapp Jan.25,.19f1`6` Du'e'ker Feb.V 8, 1921 Greene' Dec. 2', 11924 June L7?, 19.30

Keeler Aug. 29,v 1939 Petersen Nov. 5.-, 1940y Gx'fel'r Oct. 3, 194542 'l/erst Oct. 24,. 194.4 Greneret ai'. Oct. 16,1945

Kyln. eti-al.: May 27, 19417 

